EP3515783A1

EP3515783A1 - Rail vehicle, method for producing a rail vehicle, and use of a scissor mechanism in a boarding arrangement

Info

Publication number: EP3515783A1
Application number: EP16766973.8A
Authority: EP
Inventors: Marcel Schmid; Alexander Bosshart
Original assignee: Stadler Altenrhein AG
Current assignee: Stadler Rail AG
Priority date: 2016-09-19
Filing date: 2016-09-19
Publication date: 2019-07-31
Anticipated expiration: 2036-09-19
Also published as: EP3515783B1; RU2722345C1; US20190232980A1; CA3037061A1; EP3515783B8; WO2018050257A1; US11148597B2

Abstract

The invention relates to a rail vehicle (1). The rail vehicle (1) comprises at least one rail vehicle outer wall (2) The rail vehicle (1) furthermore comprises a boarding arrangement (7) having at least one first sliding step (8) and one second sliding step (9), wherein the first sliding step (8) and the second sliding step (9) are mounted so as to be laterally sliding. The first sliding step and the second sliding step can slide from a travel position to an end position by a lateral retraction movement in the direction of the outer wall of the rail vehicle. In the end position, the second sliding step protrudes beyond the first sliding step.

Description

Railway vehicle, method for producing a rail vehicle and use of a scissor mechanism in a boarding arrangement

The present invention relates to a rail vehicle, a method for producing a rail vehicle and a Ver ^¬ use of a scissors mechanism in a boarding arrangement according to the preambles of the independent claims.

In rail transport, rail vehicles come to a stop at train stations at platforms. There is a gap between the train and the platform at the platforms. Due to the distance there is a gap between the train and the platform. In order to minimize the risk that train passengers from the train a footboard will fall into this gap übli ^¬ cherweise extended. The passengers can then get safely on the running board in the train.

A special challenge arises from the fact that not only is there a horizontal distance between the train and the platform, but also a vertical one. The vertical distance denotes the height difference between the platform and rail ^¬ vehicle floor. This is largely influenced by the height of the platform, as the distance between the rail and the floor of the rail vehicle is largely constant.

The height of the platform is defined by standards, where ei ^¬ ne variety of standards exist. For example, the Technical Specification for Interoperability (TSI) is valid for the European area, while the GOST (Gossudarstwenny Standart) is used in Russia. In particular, the GOST allows large differences in height between rail top and platform. So this difference can be either 1100mm (urban train stations) or 200mm (rural train stations). As a result, variable The differences between platform and vehicle floor strongly and make increased demands on the flexibility ei ^¬ nes a rise of a rail vehicle. KR 2014/0033602 A discloses a two-stage sliding step for use in a rail vehicle. A second stage is extended by a block module, which is moved by an electrically driven lead screw in a rail, the first stage is initially connected to the second stage and therefore mitausgege. Upon reaching the Gebrauchspositi ^¬ on (via the passage niche), the first stage is disengaged from the second stage and so remains in the use position. The second stage must then be unfolded manually. KR 2014/0033602 has the disadvantage that only the first stage is controlled electrically and automatically, while the second is manually extended.

KR 2013/0024068 A discloses a two-stage sliding step for use in a rail vehicle. A first stage is by a rolling mechanism, a drive belt and a

extended electric drive, wherein it covers the niche of the rail vehicle in the extended state. The second stage is mounted below the first stage and is extended via a pneumatic cylinder, two connecting modules, each consisting of a rotary axis and two arms. KR 2013/0024068 uses a complex drive.

US 2004/211336 A discloses a sliding step which can be extended beyond the niche of a rail vehicle and beyond. The sliding door has a nose and is in a guide frame (powered by an electric rack drive) extended and retracted. The sliding step in US 2004/211336 A, however, allows only a small range and As a result, the passenger does not adequately support the passenger during boarding, since only one sliding step is moved out.

US 3,924,545 A shows a Schiebetritt, which can be retracted and extended by an electrically driven rail, chain mechanism. The sliding step is mounted directly under a floor. US 3,924,545 A is also only einu ^¬ fig. WO 2013/053596 A1 shows a passenger rail vehicle with four different entry levels. In this case, a folding step is provided for a first entry level, a sliding step is provided for a second entry level, a staircase is provided for a third entry level, and a hinged ramp is provided for a fourth entry level. The disadvantage is the operation of the hinged ramp, as this requires a complex drive or even manually operated.

It is therefore the object of the invention to overcome the disadvantages of the prior art. In particular, a device is to be made available that allows a safe entry, easy to manufacture and easy to drive.

This object is achieved by the device defined in the independent patent claims, the method defined in the independent patent claims and the use. Wei ^¬ tere embodiments emerge from the dependent patent claims. A first aspect of the present invention relates to a rail vehicle. In particular, the invention relates to a rail ^¬ vehicle for passenger transport. The rail vehicle comprises at least one rail vehicle outer wall. In particular, includes the rail vehicle at least a first step, which overcomes a difference in height between a rail ^¬ foot and a lower exit. Furthermore, the rail vehicle comprises a boarding arrangement with at least a first sliding step board and a second sliding step board. The first sliding footboard is driven by a drive unit. Here, the first sliding step ^¬ board and the second shift footboard are laterally slidable gela ^¬ siege. The first shift and the second shift footboard footboard are each of a trip position by a lateral From ^¬ traveling movement in the direction of the rail vehicle outer wall in a respective end position pushed. In its final position, the second sliding footboard projects beyond the first sliding footboard. The approach arrangement is arranged in the entry area of the rail vehicle.

The approach arrangement includes a coupling mechanism for coupling the first sliding step board and the second sliding step board. The extension movement of the first sliding footboard causes via the coupling mechanism, the extension movement of the second Schiebetrittbretts.

The drive unit is particularly preferably an electrical unit such as an electric motor, which transmits the extension movement in a possible embodiment via a gear on the approach arrangement. Alternatively, the drive unit can also be designed pneumatically or hydraulically. Particularly preferably, the drive unit includes a linear drive.

Preferably, the rail vehicle comprises only a single on ^¬ drive unit for the first and the second sliding footboard. The extension movement can be continuous or intermittent. The direction lateral refers to the rail ^¬ vehicle. Preference is given to a direction having a lateral component Comp ^¬ showing substantially perpendicular to the direction of travel of the rail vehicle, particularly preferably means laterally perpendicular to a direction of travel of the rail vehicle.

The rail vehicle floor refers to the level of a floor of an interior of a rail vehicle.

The inventive rail vehicle has the advantage that the sliding step boards can be controlled with only one motor. An optional advantage that large distances between slide ^¬ nenfahrzeug and the platform can be overcome in that two sliding step boards are used, with not simultaneously acting as limiting the overall depth in the vehicle transverse direction. In addition, there may be the advantage that the sliding step boards can be stowed in the driving position in a space-saving manner by means of the coupling mechanism.

In a preferred embodiment, the coupling mechanism couples the extension movement of the first Pushes ride board and the second shift running board in such a manner that the first sliding step ^¬ board and the second shift footboard reach their final positions simultaneously.

As the sliding step boards move simultaneously, they reach the end position faster than when they move sequentially.

In a preferred embodiment, the coupling mechanism couples the extension movement of the first Schiebetrittbretts and the second Schiebetrittbretts such that the first Schiebetritt ^¬ board and the second sliding footboard their driving position simul ^¬ tan leave. As the sliding step boards move simultaneously, they reach the end position faster than when they move sequentially.

In a preferred embodiment, the lateral extension movement of the first sliding-step board is subdivided into a first section and a second section. Here, the couplers ^¬ development mechanism couples the first shift and the second shift footboard running board in such a way that there are no results in relative motion to the second shift ^¬ footboard during the extension movement of the first shift footboard in the first section.

As a result, a first part of the extension movement can be carried out while a vehicle door is still closed. As a result, the sliding step boards only have to cover a shorter distance when the door is opened.

In a preferred embodiment, the coupling mechanism couples the first sliding step and the second sliding step ^¬ board such that a relative movement for the second slide footboard results during the extension of the first shift footboard in the second section.

The coupling increases the speed with which the sliding step boards can be extended. Furthermore, can be dispensed with a second motor or a manual operation for the second sliding footboard.

In a preferred embodiment, the first sliding footboard covers after passing through the first section of the latera len extension movement, the at least first step in the plan view.

This increases safety on the train. A rail passenger can not fall down the step (s).

In a preferred embodiment, the coupling mechanism comprises at least a first arm. The first arm is connected at a first end to the first sliding footboard and at a second end to the second sliding footboard.

An arm is a particularly easy way to implement the Kopplungsme ^¬ mechanism. In a preferred embodiment, the coupling mechanism comprises a second arm, wherein the second arm is connected at one end to the second sliding footboard. The first arm and the second arm are rotatably mounted in an axis so as to be crosswise so that the first arm and the second arm each form a scissors lever of a scissors mechanism.

Thereby, the first and the second arm form a Scherenmecha ^¬ mechanism. The scissors mechanism allows both sliding step boards to be driven by a motor and at the same time to generate a relative movement between the sliding step boards.

In a preferred embodiment, in the second portion of the lateral extension movement of the first sliding treadboard, the coupling mechanism merges the first end of the first arm and the first end of the second arm.

This allows a relative movement between two Schiebetrittbrettern be generated. In a preferred embodiment, the first sliding footboard is laterally slidably mounted in a sliding footboard guide. The coupling mechanism comprises a guide rail. The first end of the first arm is guided in the guide rail and the guide rail extends in a first area paral ^¬ lel to the sliding footboard guide of the first sliding step board. The guide rail extends in a second area at an angle, in particular an acute angle, to the sliding-step board guide of the first sliding-step board.

The guide rail has the advantage that through them the scissors ^{mechanism at} can be controlled. Consequently, the course of the guide rail determines the relative movement between the sliding boards.

In one embodiment, the second sliding step is guided on both sides in sliding-step board guides of the first sliding step. In a preferred embodiment, the boarding arrangement further comprises a first folding stage and a second folding stage. The first folding stage and the second folding stage are each movable from a driving position in a single use position. The first folding step and the second folding step each form another step in their position of use.

Through the first folding stage, a second platform ^height He ^{¬ be} enough. Through the second folding stage, a third platform height can be achieved.

Another aspect of the present invention relates to a method of manufacturing a rail vehicle. The method comprises the following steps: Provision of at least one first rail vehicle outer wall, in particular provision of at least one first step, this being a height difference between a rail vehicle floor and a lower one

Exit overcomes;

Providing at least a first sliding footboard and a second sliding footboard;

Moving the first sliding step board and the second sliding step board of driving positions in end positions by a lateral extension movement in the direction of

Rail vehicle exterior wall. In this case, the second sliding ^¬ running board protrudes in its final position on the first sliding ^¬ running board in its final position. A drive unit drives the first sliding footboard.

The extension movement of the first sliding footboard causes the extension movement of the second via a coupling mechanism

Sliding board.

The rail vehicle according to the invention has the advantage that the sliding step boards can be controlled with only one motor.

An optional advantage that large distances between slide ^¬ nenfahrzeug and the platform can be overcome in that two sliding step boards are used, with not simultaneously acting as limiting the overall depth in the vehicle transverse direction.

In addition, there may be the advantage that the sliding footboards can be stowed in the driving position to save space by the coupling mechanism. Preferably, the first sliding footboard and the second sliding footboard reach their end position simultaneously when extending. The first sliding footboard and the second sliding footboard preferably leave their driving position simultaneously.

Preferably results upon extension of the first sliding step ^¬ board and the second board sliding step in the first section between the first sliding step and the second shift ^¬ trittbrett no relative movement.

Preferably results upon extension of the first sliding step ^¬ board and the second shift footboard in the second section between the first sliding step and the second shift ^¬ footboard relative movement.

Another aspect of the present invention relates to a use of a scissor mechanism in a boarding arrangement for extending a second sliding step board. Especially the scissor mechanism is used in a rail vehicle. The scissors mechanism converts a extending movement of a first shift footboard in an outward movement of the second shift ^¬ footboard.

The scissor mechanism allows a mobile connection Zvi ^¬ rule two slide footboards. Two sliding steps can be moved simultaneously at different speeds.

Preferably, the scissors mechanism is used in the vehicle interior of a rail vehicle.

On the basis of figures, which represent only ^exemplary embodiments ^¬ , the invention will be explained in more detail below. They show schematically:

Fig. 1: a schematic representation of a rail vehicle with a Schiebetrittanordnung in the entry area

Fig. 2: a schematic representation of a Schiebetrittan

order

Fig. 3: a schematic representation of a Schiebetrittan

Order without a cover plate

Fig. 4: a schematic representation of a Schiebetrittan

Order in a driving position

5 shows a schematic representation of a Schiebetrittan

Order at the end of a first stage 6 shows a schematic representation of a Schiebetrittan- order at the end of a second stage

1 shows a boarding area 25 of a rail vehicle 1. In an outer wall 2 of the rail vehicle 1, the A ^¬ increased portion 25 is provided. In the initial portion 25 passengers descend from a platform (not shown) in the rails ^¬ vehicle 1. The passengers pass from the platform to the sliding ^¬ nenfahrzeugfussboden 5. Depending on the height of the platform loading the passengers use a telescopic retractable step assembly 28 or a first step 3 and optionally a folding step 27. Since ^¬ is the first step 3 in a step niche 24 of Teleskopschiebetrittanordnung 28. The Teleskopschiebetrittanordnung 28 includes two Teleskopschiebetritte 26 (see also Fig. 2).

These devices allow the passenger to overcome a difference in height between platform and rail vehicle floor. Together, the folding step 27, one of the telescopic sliding steps 26 and the first step 3 form a Zustiegsan ^¬ order 7 for the rail vehicle. 1

The different entry heights are achieved by using different levels. Deep platforms can be achieved by the folding step 27 in combination with the first step 3. In a variation for the next higher platforms the folding step 27 is not unfolded and the passengers enter directly into the rail vehicle 1 via the first step 3. If the platform is at the same height or a slightly lower or higher height than the rail vehicle floor 5, the entry can be facilitated via the telescopic sliding step 26. In order to reach heights below the Schienenfahrzeugfussbo ^¬ dens 5, the folding step 27 is provided. The folding step 27 contains 2 folding steps 20, 21. In contrast to the telescopic sliding step 26, the folding steps 20, 21 are arranged outside a rail vehicle interior. In the running position, the folding stages 20, 21 are folded against the rail vehicle ^¬ outer wall 2 or folded away under the railway vehicle 1 are. At An ^¬ arrival at a platform, the folding stages 20, 21 are unfolded in a rotational movement from the driving position. The rotation is about an axis which points in the direction of travel of the rail vehicle 1.

FIG. 2 shows the telescopic sliding engagement arrangement 28. The telescopic sliding engagement arrangement 28 comprises two telescopic sliding steps 26. The rail vehicle has an entry region 25 on both outer sides. Each of the access areas 25 has a Teleskopschiebetritt 26. On the top of Tel ^¬ skopschiebetritte 26 of the rail vehicle floor 5 is arranged ^¬ . Both telescopic sliding steps 26 contain a Trittni ^¬ cal 24. In the passage slots 24 each located a first step 3 (dashed lines. By the passage recess 24, the first step 3 can be achieved. The rail vehicle foot ^¬ ground 5 is formed by a cover plate 35. Each of the telescopic sliding steps 26 has a drive unit 11. The ^¬ an operating unit 11 is an electric motor.

Figure 3 shows the Teleskopschiebetrittanordnung 28 of Figure 2. One of the Teleskopschiebetritte 26 is without the cover plate 35 ge ^¬ shows. As a result, a first sliding step board 8 is visible. The first sliding footboard 8 is guided by a first set of sliding ^slides 19. The drive 11 drives the first sliding step ^¬ board. 8 The first slide rails 19 for the first sliding ^¬ board 8 ranging from a rail vehicle center to the Rail vehicle outer wall 2 (see Figure 1). The drive 11 is electric and drives via a gear the first Schiebetritt ^¬ board 8. By means of the drive, the first sliding step board 8 is driven laterally, that is to say laterally to the direction of travel of the rail vehicle 1. In Figure 3, the first Schiebetritt ^¬ board 8 is completely below the cover plate, not shown, of the rail vehicle floor 5. This position is the drive ^¬ position. Figures 4, 5 and 6 show one of the Teleskopschiebetritte 26 of Teleskopschiebetrittanordnung 28 of Figures 2 and 3 in a plan view in different stages during extension of Teleskopschiebetrittes. In the plan view of the rail vehicle ^¬ Floor 5 is drawn transparent, so that the first sliding step board 8 is visible in FIG. 3 and is drawn in dashed Li ^¬ nien. Also, the first sliding footboard 8 is drawn transparent. Therefore, in Figure 4, a second slide enters ^¬ board 9 is visible. In the view shown in Figure 4, the first and the second sliding footboard 8, 9 are in the driving position. The second sliding footboard 9 is guided by a second set of slide rails 18. The second slide rails 18 are located on the underside of the first Schiebetrittbretts 8 and are firmly connected thereto. As a result, the first sliding step board 8 and the second sliding step board 9 are provided as one unit. In this case, however, the second sliding ^¬ running board 9 in relation to the first sliding footboard 8 is movable ^¬ Lich.

The two sliding step boards 8, 9 are connected by a coupling mechanism 10. The coupling mechanism 10 includes a first arm 12 and a second arm 15. The first arm 12 is connected at a first end 13 to the first sliding step board 8. The connection of the first end 13 of the first arm 12 with the first sliding step board 8 is effected by a cylindrical head, which is guided through a slot 29 of the first sliding step board 8 (see also Figure 3). The slot 29 extends in the direction of travel of the rail vehicle 1. A diameter of the cylindrical head substantially corresponds to the width of the elongated hole 29. When moving through the slot 29 of the cylindrical head rolls along the slot 29. Subsequent borrowed is the first end 13 of first arm 12 in the direction of travel movable while in the lateral direction to forces over the edge of the elongated hole 29 are transmitted from the first sliding step 8 on the first arm 12. At a second end 14 of the first arm 12 is the first arm

12 connected to the second sliding footboard 9. The connection with the second sliding step 9 is rotatable, but does not allow movement in the direction of travel or laterally thereto. The second arm 15 is rotatably connected at its center via a hinge to the center of the first arm 12. As a result, the first and the second arm 15 can rotate relative to each other about an axis perpendicular to the rail vehicle floor. This movement corresponds to a scissor movement, with the arms 12, 15 rotating about the hinge 6 and representing the scissor arms.

Furthermore, the second arm 15 is connected at a second end 17 to the second sliding footboard 9. The second end 17 of the second arm 15 engages with a further cylindrical head in a slot 30 of the second sliding step board 9 a.

As a result, forces are transmitted in the lateral direction from the second arm 15 to the second sliding ^step board 9, while the long ^¬ hole 30, a movement of the second end 17 of the second arm 15th in the direction of travel permits. A first end 16 of the second arm 15 is connected to the first sliding step board 8. The connec ^¬ tion is articulated so that a rotation of the second arm 15 is allowed relative to the first sliding step board 8, but no translational movement.

The elongated holes 29, 30 allow the arms 12, 15 a movement relative to the respective sliding step boards 8, 9 in the direction of travel of the rail vehicle 1. In the lateral direction, however, forces are transmitted and no movement is permitted.

The first arm 12 of the coupling mechanism 10 is connected to the first sliding step board 8 at the first end 13. In addition, the first arm 12 is guided at its first end 13 by a guide rail, which is realized as a control cam 31. The

Control cam 31 is a rail having a long groove 34 in its center. The first arm 12 has on the opposite side of the first sliding step board 8 on a cylindrical extension. The extension engages in the long groove 34 and is thereby guided by the control cam 31.

When extending the Teleskopschiebetritts 26 there are two stages. In both stages, only the first sliding step board 8 is driven directly by the drive 11 and moves in the sequence in the direction of the vehicle outer wall 2 (see Fig. 1).

The second sliding step 9 is driven by the coupling mechanism 10. In the first section, the control cam 31 is straight and parallel to the slide rails 18, 19. Consequently, a scissor angle 33 between the two arms 12, 15 remains constant. The second end 17 of the second arm 15 is in an end position of the slot 30. Also, the first end 13 of the first arm 12 is in an end position of the slot 29th The cylindrical heads in the oblong holes 29, 30 are thus in their outermost position and transmit forces in the lateral direction. The forces in the direction of travel of the second ends 14, 17 cancel each other or are absorbed by the second slide rails 18. Therefore, the second Schiebetritt ^¬ board 9 follows the movement of the first Schiebetrittbretts eighth

Consequently, in the first stage, both sliding steps move at the same speed. Thus, there is no relative movement between the two sliding step boards 8, 9. A position after the end of the first stage is shown in FIG.

After the end of the first stage, the control ^cam changes its direction Rich ^¬ . The direction of the cam 31 now contains a compo- te along the direction of travel 36 of the rail vehicle 1. The loading ^¬ movement in the direction of travel of the first end 13 of the first arm 12 is made possible by the elongated hole 29th This means that the cylindrical end of the first arm 12 in the slot 29 just moves ^¬ if in the direction of travel. The fixed attachment of the second end 14 of the first arm 12 to the sliding footboard 9 prevents movement in that direction at the second end of the arm 12. As a result, the first arm 12 rotates in addition to the translatory movement about the second end 14. This rotation pushes the second sliding footboard 9 forward relative to the first sliding step 8.

Due to the movable connection of the first arm 12 with the second arm 15, a scissors angle decreases as soon as the first end 13 moves along the direction of travel 31 of the rail vehicle. The reduction of the scissors angle means that the second sliding step ^board 9 moves laterally relative to the first sliding step forward. The second sliding ^¬ board 9 moves so faster in the second stage as the first sliding step board 8. The second sliding step board 9 telescopes under the first sliding ^{step board} 8 ago ^¬ ago. An end position in which the second sliding footboard is fully extended ^¬ constantly is shown in Fig. 6. This is the end of the second stage.

In the first stage, only the pedal niche 24 is covered. The first stage can then be traversed with the doors closed. After a rail vehicle door is opened, the second stage starts to be extended telescopically in the sliding footboard 8 and sliding ^¬ board 9. With the sliding mechanism, wherein the drive operates in the opposite direction for extension, the telescopic sliding ^step 26 can also be retracted.

Claims

Rail vehicle (1), in particular a rail vehicle for passenger transport, comprising

at least one rail vehicle outer wall (2);

in particular at least one first step (3), which overcomes a height difference (4) between a rail vehicle floor (5) and a lower exit (36); and

a boarding assembly (7) having at least a first shift footboard (8), a second shift footboard (9) and a drive unit (11) for the first sliding step ^¬ board (8), wherein the first shift footboard (8) and the second shift footboard (9) are laterally slidably mounted and the first sliding footboard (8) and the second sliding footboard (9) from a respective driving position by each lateral extension in the direction rail vehicle ^¬ outer wall in each case an end position are pushed, the second sliding footboard (9) in its final position on the first sliding footboard (8) protrudes in its end position,

characterized in that

the boarding assembly comprising a coupling mechanism (10) for coupling the first slide footboard (8) and the second shift footboard (9), wherein the extension movement of the first shift footboard (8) via the Kopplungsmecha ^¬ mechanism (10), the outward movement of the second sliding step ^¬ board (9 ) causes.

Rail vehicle according to claim 1,

in which

the coupling mechanism (10), the outward movement of the ers ^¬ th Pushes ride board (8) and the second Schiebetritt- boards (10) coupled such that the first Schiebetritt ^¬ board (8) and the second sliding footboard (9) reach their Endpo ^¬ position simultaneously.

Rail vehicle according to claim 1 or 2,

in which

the coupling mechanism (10), the outward movement of the ers ^¬ th shift the footboard (8) and the second sliding step ^¬ board (9) coupled such that the first shift footboard (8) and the second shift footboard (9) leave their running position simultaneously.

Rail vehicle according to one of the preceding claims, wherein the lateral extension movement of the first Schiebetritt ^¬ board (8) in a first section (22) and a second section (23) is divided, wherein the ^{Kopplungsmechanis ¬} mus the first sliding footboard (8) and the second Sliding ^¬ running board (9) coupled so that during the off ^¬ driving movement of the first sliding step board (8) in the first section no relative movement to the second Schiebetritt ^¬ board (9) results.

Rail vehicle according to claim 4,

wherein said coupling mechanism (10), the first sliding step ^¬ board (8) and the second shift footboard (9) such LAD ^¬ pelt that during the extension movement of the first shift footboard (8) in the second section (23) includes a Real ^¬ tivbewegung to the second shift footboard (9).

Rail vehicle according to one of the preceding claims, wherein after passing through the first section (22) of the lateral extension movement, the first sliding step board (8) covers the at least first step in the plan view.

Rail vehicle according to one of the preceding claims, wherein the coupling mechanism (10) at least a first Arm (12), wherein the first arm (12) at a first end (13) with the first sliding footboard (8) and at a second end (14) is connected to the second sliding footboard (9).

Rail vehicle according to claim 7,

wherein the coupling mechanism holds a second arm (15) about ^¬, wherein the second arm is preferably connected to a first end connected to the first shift footboard and with egg ^¬ nem second end (17) to the second shift footboard (9) is connected, wherein the the first arm (12) and the second arm (15) are rotatably mounted in an axis so as to be crosswise so that the first arm and the second arm each form a scissor lever of a scissors mechanism.

Rail vehicle according to claim 8,

wherein the coupling mechanism (10) in the second portion (23) of the lateral extension movement of the first Schiebetrittbretts (8), the first end (13) of the first arm (12) and the first end (16) of the second arm (15) together.

Rail vehicle according to one of claims 6 to 9, wherein the first sliding footboard (8) is laterally slidably mounted in a sliding footboard guide (18), wherein the coupling mechanism (10) includes a guide rail (19) ^¬ , wherein the first end (13 ) of the first arm (12) in the guide rail (19) is guided, wherein the guide ^¬ rail (19) in a first region parallel to the sliding ^¬ running board guide (18) of the first sliding footboard (8), wherein the guide rail ( 19) extends in a second area at an angle, in particular an acute angle, to the sliding footboard guide (18) of the first sliding footboard (8). Rail vehicle (1) according to one of the preceding claims, wherein

the boarding arrangement (7) further comprises a first folding stage (20) and a second folding stage (21), wherein the first folding stage (20) and the second folding stage (21) are each movable from a driving position to a use position, wherein the first folding stage and each form a further step, the second folding step in ih ^¬ rer use position.

A process for producing a rail vehicle (1), and ^¬ particular a rail vehicle according to one of vorange ^¬ Henden claims, comprising the steps of:

Providing at least one first rail vehicle outer wall (2); in particular providing at least a first step (3), this one a height difference

(4) between a rail vehicle floor (5) and a lower exit (36) overcomes;

Providing at least a first Schiebetrittbretts

(8) a second sliding step board (9);

Shifting the first shift footboard (8) and the two ^¬ th shift footboard (9) of drive positions in Endposi ^¬ functions by a lateral extension movement in the direction of a rail vehicle outer wall (2), wherein the second slide ^¬ enters board (9) in its end position over the first

Sliding footboard (8) protrudes into its final position, wherein

a driving unit drives the first shift footboard (8) ^¬, characterized in (10) causes the extending movement of the first shift footboard (8) via a Kopplungsmecha ^¬ mechanism the extension movement of the second sliding step ^¬ board (9).

Process according to claim 12,

wherein the first sliding footboard (8) and the second sliding enter board (9) when extending reach their final position simultaneously.

Method according to one of claims 12 or 13,

wherein the first sliding footboard (8) and the second sliding board (9) leave their driving position simultaneously.

Method according to one of claims 12 to 14,

wherein during the extension of the first sliding step board (8) and the second sliding step board (9) in a first Ab ^{¬ section} (22) between the first sliding footboard (8) and the second sliding footboard (9) results in no relative movement.

Method according to one of claims 12 to 15,

wherein during the extension of the first sliding step board (8) and the second sliding step board (9) in the second section (23) there is a relative movement between the first sliding step board (8) and the second sliding step board (9).

Use of a scissors mechanism in a Zustiegsanord ^¬ voltage, in particular in a rail vehicle according to any one of the preceding claims 1 to 11, for extending a ^two-¬ th shift footboard (9), wherein the scissor mechanism comprises a extending movement of a first shift footboard (8) into an outward movement of the second shift footboard (9) um ^¬ sets.